The LX and EX models, which are likely to be the volume sellers, come in just below that, at 51 city, 46 highway, and 49 mpg combined. But fuel efficiency takes a drop for the high-end Touring models that we tested, at 46 city, 40 highway, and 43 mpg combined.

On our three test-drive legs around a surprisingly chilly San Antonio—all using a mix of Eco and Sport modes—we recorded fuel-economy figures of 34.7 mpg, 41.7 mpg, and 45.7 mpg in models with a 43-mpg combined rating.

The first of those is considerably lower than the 10 or 12 percent variance from the combined rating that most hybrid owners will accept. To be fair, though, it included climbing into the mountains around the city.

The third number was descending back down those same mountains, and corresponding higher than the combined rating.

Visually, the Niro blends crossover design cues—black wheel-well and sill accents, a skid plate on the rear bumper—with a shape that would be a perfectly conventional wagon, if there were a Niro sedan to spawn it (there isn't).

Inside, the cabin is wide for a car based on underpinnings from a subcompact, and four adults will fit with ease, though rear-seat riders may find the seat-back reclined at more of an angle than those in taller, more upright crossovers.

On the road, the Niro combines a driver's seat about 2 inches higher than a passenger car with the lower ground clearance of a regular wagon, so it holds the road like a car, not a taller utility vehicle.

Kia says the front-seat frames used in the Niro are based on those from the pricier Optima mid-size sedan. We found them comfortable and sufficiently adjustable to handle drivers up to 6-foot-6.

Load space, at 19.4 cubic feet with the rear seat up and 54.5 cubic feet folded down, is slightly less than in the tall, boxy Kia Soul or the larger Kia Sportage crossover.